Peter burt and george mcghee



(No Model.)

P, BURN G. MCGHBE. GAS 0R COMBUSTIBLE- VAPOR MOTOR ENGINE. No. 550,674.

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PETR BURT AND GFORGE MCGHEE, OF GLASGOV, SCOTLAND.

GAS OR COMBUSTIBLE-VAPOR MOTOR ENGlNE..

SPECIFICATION forming part of Letters Patent No. 550,674, dated December3, 1895.

Application filed January 2,1894. Serial No. 495,428. (No model.)fvPatented in England January 20, 1893, No. 1,277 in France February13,1894-,No.4,220,a11din Switzerland February 15,1894,No.8,260.

To a/ZZ whom it may concern.'

Be it known that we, PETER BURT and GEORGE MOGHEE, engineers,citizens ofGreat Britain, residing at Glasgow, in the county of Lanark, Scotland,have invented a new or Improved Gas or Combustible-Vapor Motor Engine,(for which a patent has been obtained in Great Britain, No. 1,277, datedJanuary 20,1893; in France, No. 4t,220,datedFebruary 13, 1894, and inSwitzerland, No. 8,260, dated February 15,-1894,) of which the followingis a specification.

Our invention relates to improvements in gas or combustible-vapor motorengines; and the objects of our improvement are to construct a simpleand efficient high-speed single-acting gas-motor engine having itsprncipal working parts always in compression, so as to avoid knocking orbacklash; to reduce the heating and friction of motor pistonrod, and tofacilitate the renewal of igniting hot tubes while engine is working.

In order that our invention may be properly understood, we append theaccompanying drawings, hereinafter described.

Figure A of the annexed drawings is a vertical section, on the lines ye' of Fig. A', of an engine constructed according to this invention;Fig. A', a reduced diagrammatic part plan, and Fig. B a back elevationthereof. The other figures illustrate details hereinafter described.

Like reference numbers and letters refer to like parts throughout thedrawings.

Referring to Figs. A and B ofthe drawings,

the engine comprises two cylinders 1 2,

mounted tandem system or concentric to each other, the piston-rod 18,pistons 19 and 20, connecting-rod 4f, and crank and shaft 5 serving foreach set of tandem cylinders. The extended part G of outer casing ofcylinder 2 has two opposite manholes and doors t and is fixed to enginebed or seat 7, which serves as an oil-bath for crank 5 to work in, allin usual way. The top and bottom flanges 11 of cylinder-casings 1 and 2are bored and truly fitted water-tight with liners 1a 2, which, with thecasings, form the Water-jacketed` motor-cylinders. Part of aforesaidcasings 1 2 are formed bulged out and with flanges 13, which arc alsoaccurately bored and fitted Fig. B, to inside of cylinder.V

Water-tight with liners 14C 15, thus constituting water-jacketedvalve-cases. The two cylinder-cases 1 2 are bolted together, with thehollow cover 16 for cylinder 2 between them, which cover is formed withtwo or more water-ways 17 for the cooling-water to circulate into saidcover and jackets 1 2 round the cylinder and valve-liners, the waterbeing supplied thereto in usual way. To reduce heat and friction and toavoid stuffing-boxes or glands between the two cylinders, the tail motorpiston-rod 18 is fixed into the two motorpistons 19 20, concentrictherewith, by screwnuts in usual way and is made of sufficient diameterto slide easily within the liner 21 with as little clearance aspracticable and formed with three or other number of grooves, into whichare fitted ordinary iiexible or expanding packing-rings 22, so as tomake the rod 18 capable of reciprocating inside liner 21 practicallyfluid-tight, thus dispensing with a stuffingbox and gland. Otherwisesaid rod may be made thinner and with a piston thereon, as indicated bydotted lines, and having grooves fitted with packing-rings, asaforesaid. The hollow cover 16 is formed, as shown, with the endssufficiently far apart to correspond to length of stroke of tail-rod 18and is bored and accurately fitted water-tight with liner 2l, which iskept cool when engine is working by the surrounding water. The bottomsof cylinder-casing 1 and piston 19 are open to the atmosphere, saidcasing being formed with ribs d, water-ways 17, Iand flange e, Figs. Aand B, by which it is bolted to cover 16 and top of casing 2, leavingair-passagesf, The bottom casing has likewise air-passages (not shown)to bottom of piston 20.' Each of the valveliners 14 and 15 is fittedwith a balanced piston-valve consisting of the larger piston g, which.regulates the passage through the ports and the balancing-piston h,which are each fitted with packing-rings to keep them fluidtight whileworking, the fluid-pressure acting equally on inner ends of both saidpistons, counterloalancing each other.

As shown at Fig. A, allv the pistons g h are fixed on same valve-rod j,which is attached at one end to and reciprocated by connectingrod 7c andeccentric Z on valve-shaft m. Said valve-shaft is revolved in ordinarybearings in engine-frame 6 at half the speed of main shaft 5 by means ofthe usual two to one spiral gearing, (not shown,) the shaft m lying atright angles to shaft 5, all in well-known manner to suit the ordinaryfour-stroke or Otto cycle.

In order to keep the valve and connecting rods j 7c always in thrust, soas to avoid knocking, the top of valve-liner 14 is .fitted with a covern, thus forming an aircushioning chamber against the air in which thepiston gin rising bears, thus tending to keep the connecting rod andbearing strap down against the eccentric Z.

On Fig. A part of the valve-piston g is indicated as broken away inorder to showy clearly the oblong-shaped exhaust-port 0, oblongexplosive-mixture-admission port p, and round ignition-port q, which areorm'edin each valve-case and its liner, respectively, at the positionsindicated, the exhaust-port o being preferably grated to allow ofpackingrings sliding thereover.

The exhaust-port o leads to an exhaustpipe, (not shown,) theadmission-port@ to an ordinary gas-and-air-mixing chest r, which has anordina-ry gas-inlet valve s affixed thereto, and the ignition-port q'toan incandescent or hot tubeinside an ordinary Bunsen-burner case t.(Indicated at Fig. B.)

The gas-inlet valves are arranged so that their spindles u shall be onopposite sides of a projecting stud c, fixed on engine-frame. On saidstud o is fulcrumed at itscenter a lever w, which is connectedto andoscillated by the rod w', worked by the eccentric 102 on valve-shaft. Oneach end of said lever is iitted a gas-engine pawl or kicker u', whichfits against the end of its respective gas-valve spindle u, which itactuates in usual way, the said valve s being thereby opened and shutalternately.

Referring to the eccentric l, Fig. A, revolving, as shown by arrow, andshown as divided into four parts representing the travel thereof duringeach engine stroke, and following Vout the motion thereof and of thepistons g over the ports o p q, it will be seen that while the arc a bof the eccentric is moving past the point on center line of rod j themotor-pistons 19 20 are respectively on the impulse and pumpingoutstrokes. Vhile the are l? c is passing point :n said pistons arerespectively on the exhaust and compression instroke. While arc c d ispassing point o; said pistons 19 20 are respectively on the inhaling andimpulse outstroke, and while arc d c is passing point 0c the'saidpistons 19 2O are respectively on the compressing and exhaust instroke.The eccentric w? is set so as to open the gas-supply valves alternatelywhile arcs a Z7 and'c d of eccentric Zare'passingthe point 0c. i f

Theengine operates as follows: The cycle of each motor-cylinder is theordinary fourstroke-i. c. that of Beau de Rochas or Otto.

Assuming the motor-pistons to be in full stroke, as shown at Fig. A, andthe space at end of cylinder 1 and between valve-pistons g 7L chargedwith compressed explosive mixture and the eccentric Z revolving asindicated by arrow, the top valve gis thus raised until it uncovers theignition-port q, thus allowing said compressed charge to be ignited, thepiston 19 being thereby driven out to end of its stroke, by which timethe valve g shall have been raised sufficiently to uncover exhaust-porto, through which the products of combustion are now driven during thereturn stroke of piston 19, the mixing-chestshaving each a non-returnvalve. When the piston 19 has again fully returned, the piston g willhave just covered the exhaust-port o, the admission-port@ being stillopen, through which the explosive mixture is now inhaled Vduring thenext outstroke of piston 19, the pawl u meanwhile having just beenraised by the eccentric wg and opened the gas-supply valve s. During thenext instroke of motor-piston 19, the piston g having meanwhile coveredand shut both admission and ignition ports o q, the said explosivecharge is compressed until the motor-piston 19 is full in, by which timethe ignition-port q shall just have been uncovered, thus allowing thecharge to be ignited, when the same cycle of operations begins again asjust herein described.l The motor-piston 2O operates in the same manner,only while the motor-piston 19 is on the impulse outstroke the piston 2Ois on the explosive-mixture-inhalin g outstroke. The connecting-rod 4thus conveys an impulse every revolution to the crank and shaft 5 and isalways inthrust on the outstroke by virtue of one or the other of themotor-pistons 19 and 2O being on the charge-compressing instroke, thusallowing the engine to run at a high speed without undue backlash orknocking of working parts.

We would here remark that the particular arrangement or position ofports as shown in liners 14 15 in Fig. A may be varied-as, for instance,referring to diagram G of liner 14, wherein the cylinder-port isindicated at the ignition-port q and the inlet-port p may be aboutlocated as therein shown and respectively controlled by the pistons gand 71, or said ports q p may be transposed and the exhaust-port o inliner be dispensed with and an exhaust-port communicating with inside ofcylinder and controlled by a separate valve in usual manner provided,and the' non-return valve r in mixing-chest r, Fig. B, may be dispensedwith by virtue of the inlet-port p being placed so as to be uncoveredonly during the inhaling stroke of motor-piston. Fig. D illustratesimproved means `for facilitating the renewal of the igniting hot tube gof one cylinder while the other cylinder is driving engine. A hollowcase d is fixed by the ange n with the orifice e over or open totheignition-port q of engine valve-case and has another orice f, over andopen to IOO which is fitted the hot tube g', which is kept incandescenthot in the ordinary way. The case d' is tted with a pin-valve h', whichis ground on both faces fi', so as, when full outward, to bear against aground face of cover Z and prevent escape past screw j and when screwedfull inward to bear against ground face m of case d, and thereby closecommunication between port q and inside of hot tube g', which said tubemay then be withdrawn and replaced by a new tube, which when again iixedin place, the pin h is screwed out by screw and hand-wheel] to positionshown, thus again opening passage.

What we claim, and desire to secure by Letters Patent of the UnitedStates, is-

1. Agas or combustible vapor motor engine, comprising two motorcylinders l and 2 fitted respectively with pistons 19, 20, and open atone end to atmosphere; piston rod 18 working iuid -tight throughcylinder cover 16; casings 14, 15, each having ports o, p, q, controlledby a piston g, on rod j, wrought by valve shaft m geared two to one withcrank shaft 5: all arranged, combined and operating, substantially ashereinbefore described, and shown.

2. The combination,with a gas engine comprising a motor cylinder 2having a piston 2O and connecting-rod 4., giving one impulse every tworevolutions to a crank-shaft 5; of a second motor cylinder 1, mountedconcentric with cylinder 2 and open at its inner end to atmosphere, andfitted with a piston 19 on piston rod 18, having packing rings 22sliding inside a liner 21 in cylinder cover 16 and having a valve casewith ports o, p, q, controlled by a piston valve g; all arranged andoperating substantially as hereinbefore set forth, and shown at Figs. Aand B.

3. In a gas engine comprising two four stroke cycle motor cylinders andpistons, the combination with each cylinder and communicating therewith,of a valve case having located about midway therein a motor iiuid inletport jp and alongside said port p a small ignition port q, and alsotoward the controlling valve g an exhaust grated port 0, said portsbeing controlled by a balanced piston valve g on a rod reciprocated bymechanism geared two to one oft crank shaft, all as and for the purposesdescribed and shown at Fig. A.

4:. In a gas engine, the combination of two four stroke cycle motorcylinders communieating each With avalve chamber having toward one end amotor iiuid inlet port p, controlled by a piston valve h, and toward theother end of said case an ignitin g port g controlled by a balancepiston valve g,- and the cylinder port being located midway; all as andfor the purposes set forth and shown at Fig. G.

PETER BURT. GEORGE MCGHEE.

Vitnesses DAVID F. MASON, J AMES W. NIsBET..

